Multiple load path air spring assembly

ABSTRACT

An air spring assembly, for use on an associated vehicle suspension system having a mounting member and a damping member, includes spaced apart first and second end members. A flexible wall is secured on the first and second end members and defines a spring chamber therebetween. An isolator is supported on and sealingly engages the first end member. The isolator includes and isolator passage sealingly receiving the damping member. The isolator and the first end member at least partially form a first load transmission path such that a damping member load is distributed to the mounting member through the isolator and the first end member. The first end member at least partially forms a second load transmission path such that an air spring load is distributed to the mounting member through the first end member without substantial transmission through the isolator.

BACKGROUND

The present novel concept broadly relates to the art of vehiclesuspension systems and, more particularly, to an air spring assemblyhaving multiple load transmission paths.

In known suspension systems, particularly those utilizing spring overdamper assemblies, the suspension components are often supported using amounting arrangement that provides only a single load transmission path.It is well understood that various inputs, loads or forces are commonlyassociated with vehicle suspensions, including spring and jounce bumperloads which are generally unidirectional and damper loads which arenormally bidirectional. Single load path mounting arrangements typicallyinclude a bearing element mounted on or within an elastomeric isolatorthat is secured on a mounting plate. In turn, the mounting plate isattached to the vehicle chassis or body and the loads are transmittedalong the single load path through the mounting plate to the vehiclechassis or body. As a result, such single load path mountingarrangements have numerous problems and disadvantages that it isdesirable to avoid.

One such disadvantage is that the elastomeric isolator must be designedto isolate the three primary suspension inputs (spring, damper andjounce bumper inputs), which commonly have significantly differentmagnitudes, frequencies and can also operate in different directions, asindicated above. For example, it is well understood that the spring andbumper inputs can be substantially greater than the damper inputs, andcan, in some cases, exceed the damper inputs by one or more orders ofmagnitude. Thus, the elastomeric isolator is normally designed to atleast partially reduce the transmission of all three inputs. Thisgenerally results in a compromise design that is different than thedesign would be for any one individual input. Unfortunately, theresulting isolator is typically biased away from a high compliance andtoward a high stiffness to accommodate the higher loads of the springand bumper inputs, and to support the entire weight of the vehicle aswell. This results in increased harshness of the ride quality of thevehicle and can contribute to a corresponding decrease in passengercomfort.

Another disadvantage of such single load path mounting arrangements isthat the forces of higher magnitude that are applied to the isolatortend to accelerate the degradation of the elastomeric material. As such,it is possible for undesirable characteristics, such as reducedperformance of the suspension system, increased component wear and/orincreased maintenance and repair costs to result from utilizing suchmounting arrangements. Therefore, elastomeric isolators are often mademore robust to counteract this potential change in performance, whichtends to further stiffen the isolator and undesirably add to rideharshness.

In an effort to overcome these and other disadvantages, mountingarrangements have been developed that provide multiple load transmissionpaths for vehicle suspension inputs. However, such known arrangementsare primarily used in association with steel coil springs. Those ofskill in the art will recognize that in these multiple path mountingarrangements, the spring and damping member typically move independentlyof one another. In suspension systems that utilize coil springs, thisdoes not normally present an issue. However, establishing and reliablymaintaining a fluid-tight seal between suspension components that arecapable of independent movement is considerably more challenging and canresult in the generation of leak paths, component wear and otherundesirable performance problems and/or losses. As such, suspensionsystems using air springs have heretofore been relegated to the use ofsingle load path mounting arrangements in which the air spring anddamper move in relative unison with one another and such losses andother disadvantages are more easily overcome.

BRIEF DESCRIPTION

An exemplary embodiment of an air spring assembly in according with thepresent novel concept, for use on an associated vehicle suspensionsystem that includes a mounting member and a damping member, is providedand includes spaced apart first and second end members. A flexible wallis secured on the first and second end members and defines a springchamber therebetween. An isolator is supported on and sealingly engagesthe first end member. The isolator includes an isolator passagesealingly receiving the damping member. The isolator and the first endmember at least partially form a first load transmission path such thata damping member load is distributed to the mounting member through theisolator and the first end member. The first end member at leastpartially forms a second load transmission path such that an air springload is distributed to the mounting member without substantialtransmission through the isolator.

An exemplary embodiment of an air spring and damper assembly inaccordance with the present novel concept, for use on an associatedvehicle having first and second suspension mounting members in spacedrelation to one another, is provided and includes a damping memberhaving first and second opposing ends. The first end of the dampingmember is supported on the first suspension mounting member. An airspring is secured along the damping member and includes a first endmember, a second end member in spaced relation to the first end member,and a flexible wall secured on the first and second end members and atleast partially forming a spring chamber therebetween. The first endmember is supported on the damping member toward the first end thereof.An isolator is supported on and sealingly engages the second end member.The second end member is secured on the second suspension mountingmember and at least partially forms a first load transmission paththerewith such that a load on said air spring is transmitted to thesecond suspension mounting member through the second end member withoutsubstantial transmission through the isolator. The isolator receives andsealingly engages the second end of the damping member. The isolator atleast partially forms a second load transmission path to the secondsuspension mounting member through the second end member such that adamping member load is transmitted to the second suspension mountingmember through the isolator and the second end member.

An exemplary embodiment of an spring and damper assembly in accordancewith the present novel concept, for use on an associated vehicle havingfirst and second suspension mounting members in spaced relation to oneanother, is provided and includes a damping member and a springassembly. The damping member includes first and second opposing ends.The first end of the damping member is supported on the first suspensionmounting member. The spring assembly is secured along the damping memberand includes a first support member and a second support member inspaced relation to the first support member. A flexible spring elementis supported therebetween. The first support member is secured on thedamping member toward the first end thereof. A bumper is disposed alongthe damping member, and an isolator is supported on and sealing engagesthe second support member and the damping member. The second supportmember is secured on the second suspension mounting member and at leastpartially forms a first load transmission path therewith such that aload on said spring element and a load on said bumper are eachtransmitted to the second suspension mounting member through the secondend member without substantial transmission through the isolator. Theisolator at least partially forming a second load transmission path tothe second suspension mounting member through the second end member suchthat a load on the damping member is transmitted to the secondsuspension mounting member through the isolator and the second endmember.

An exemplary embodiment of an air spring assembly in accordance with thepresent novel concept, for use on an associated vehicle suspensionsystem having an associated damping member and an associated vehiclemounting structure, is provided and includes spaced apart first andsecond end members and a flexible wall secured on the first and secondend members. An isolator is supported on and sealingly engages the firstend member, and is adapted for operative use with the associated dampingmember. A compliant-member load transmission path extends along at leasta portion of the isolator and the first end member such that a dampingmember load is distributed therealong toward the associated vehiclemounting structure. A rigid-member load transmission path extends alongat least a portion of the first end member such that an air spring loadis distributed therealong toward the associated vehicle mountingstructure without substantial transmission through the isolator.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a top plan view of one embodiment of an air spring and damperassembly in accordance with the present novel concept.

FIG. 2 is a cross-sectional side view of the air spring and damperassembly in FIG. 1 taken along 2-2.

FIG. 3 is a load transmission path diagram superimposed on thecross-sectional side view of FIG. 2.

FIG. 4 is a cross-sectional side view of an alternate embodiment of anair spring assembly in accordance with the present novel concept.

FIG. 5 is a cross-sectional side view of another alternate embodiment ofan air spring assembly in accordance with the present novel concept.

DETAILED DESCRIPTION

Turning now to the drawings wherein the showings are for the purposes ofillustrating exemplary embodiments of the present novel concept only andnot for the purposes of limiting the same, FIGS. 1 and 2 illustrate anair spring and damper assembly 100 including an air spring 102 and adamping member 104. Air spring 102 includes a first end member, such asa top cap 106, for example, a second end member, such as a piston 108,for example, spaced from the first end member and a flexible springmember, such as a flexible sleeve 110, for example, supported betweenthe end members. In one exemplary embodiment, flexible sleeve 110 can besecured along the spaced end members using retaining members, such ascrimp rings 112, for example. A spring chamber 114 is formed withinsleeve 110 between the end members. Air spring 102 is shown anddescribed herein as being a rolling lobe-type air spring. However, itwill be appreciated that any other suitable type of air spring couldalternately be used, such as a convoluted-type air spring, for example.

Damping member 104 includes an elongated tubular housing 116 and adamping rod 118 that extends therefrom. It will be appreciated that anysuitable type, kind and/or configuration of damper can be used, and thatin the exemplary embodiment shown in FIG. 2, damping member 104 is aMacPherson strut of substantially conventional construction. Piston 108of air spring 102 is supported on housing 116 and can be secured theretoin any suitable manner, such as by using fasteners (not shown) or awelded joint (not shown), for example. A jounce bumper 120 is disposedalong damping rod 118 within spring chamber 114 and is of a standardconstruction. The jounce bumper includes an inner wall 122 forming apassage (not numbered) therethrough and an end wall 124 disposedadjacent top cap 106.

Top cap 106 includes an outer radial wall 126 along which flexible sidewall 110 is secured. A web portion 128 connects outer radial wall 126with a central wall 130. Web portion 128 includes a bottom surface 132disposed toward spring chamber 114, and end wall 124 of bumper 120 isdisposed adjacent bottom surface 132. Central wall 130 projectsoutwardly from web portion 128 in a direction generally opposite bottomsurface 132. A passage 134 is formed through top cap 106 by passagewalls 136 and 138. Passage wall 138 is radially outwardly stepped toform an annular shoulder 140 within passage 134. Additionally, aplurality of radially outwardly extending grooves 142 can optionally beprovided along passage 138.

An isolator 144 is received within passage 134 and includes an innersleeve 146 (also known in the art as inner metal), an outer sleeve 148(also known in the art as outer metal) and elastomeric material 150disposed therebetween. It will be appreciated that isolating devices,such as isolator 144, for example, are well known and commonly used in awide variety of applications and environments. The design andconstruction of such isolating devices is well known by those of skillin the art. As such, it is to be understood that any suitable type, kindand/or construction of isolator can be used without departing from theprinciples of the present novel concept.

Central wall 130 includes a plurality of threads (not numbered)extending along an outer threaded portion 152 thereof, and an insert cap154 includes an inner threaded wall 156 and an end wall 158 having apassage 160 formed therethrough. Insert cap 154 threadably engagescentral wall 130 to capture outer sleeve 148 between shoulder 140 andend wall 158. A fluid-tight seal is formed between outer sleeve 148 andpassage wall 138, such as by disposing a sealing member therebetween.Alternately, outer sleeve 148 can be omitted and elastomeric material150 can be directly molded on or otherwise sealingly attached to passagewall 138. As shown in FIG. 2, o-rings 162 are received in grooves 142and form a substantially fluid-tight seal between outer sleeve 148 andpassage wall 138. It will be appreciated, however, that any othersuitable manner of sealingly engaging isolator 144 and central wall 130can be used, such as by using a quad-ring, a lip seal, an adhesivecompound and/or a sealant, for example, alone or in combination with oneanother.

Damping rod 118 extends into and through passage 134 of top cap 106 andengages isolator 144. Inner sleeve 146 defines an isolator passage 164,and damping rod 118 extends therethrough and sealingly engages innersleeve 146 in a suitable manner, as discussed above. Damping rod 118includes a radially inwardly stepped annular shoulder 166 and a threadedend 168 generally opposite housing 116. Additionally, radially inwardlyextending grooves 170 can optionally be provided along damping rod 118and can be used to receive suitable sealing members, such as o-rings171, for example. The damping rod extends through passage 164 such thatthreaded end 168 projects outwardly therefrom. A jounce washer 172 isreceived on damping rod 118 and engages shoulder 166. A rebound washer174 is disposed along threaded end 168 and secured thereon by a threadednut 176. Inner sleeve 146 is captured between washers 172 and 174thereby securing isolator 144 on damping rod 118.

A bearing 178 is secured along an exterior wall portion 180 of centralwall 130 and can be secured therealong in a suitable manner. Forexample, in FIG. 2, an inner race (not shown) of bearing 178 is capturedbetween a shoulder (not numbered) on central wall 130 and a retainingring 181 received in a radially inwardly extending groove 183.Additionally, bearing 178 is supported along an inner wall 182 of amounting member 184. The bearing can be secured on the mounting memberin any suitable manner. For example, in FIG. 2, an outer race (notnumbered) is captured between a shoulder 186 and a retaining ring 188received in a radially outwardly extending groove 190. Mounting member184 can be secured on a vehicle chassis or body in any suitable mannerfor retaining the various suspension components in the proper positionand transmitting the inputs therefrom to the chassis or body of thevehicle, such as by using mounting studs 192, for example.

It is to be distinctly understood that the foregoing embodiment ismerely exemplary of one suitable embodiment of the present novelconcept, and that a variety of modifications and alterations can be madewithout departing from the scope and intent of the present novelconcept. For example, isolator 144 could alternately be captured on orwithin end member 106 by crimping, swaging or otherwise deforming aportion of central wall 130 instead of using a threaded connection withinsert cap 154. In which case, either one or both of the jounce andrebound washers could optionally be formed as part of the inner sleeveor otherwise affixed on isolator 144. As another example, bearing 178could be captured and/or retained on one or both of end member 106 andmounting member 184 by crimping swaging or otherwise deforming a portionof the end or mounting member instead of using retaining members, suchas retaining rings 181 and 188. Such modifications, and others, couldresult in a more permanently assembled air spring assembly and may bebetter suited for mass production practices. It is to be understood thatother such production oriented modifications are likewise intended tofall within the scope of the present novel concept.

FIG. 3 illustrates air spring and damper assembly 100 secured on avehicle chassis VHC through bearing 178 and mounting member 184.Additionally, numerous exemplary load paths are superimposed over theair spring and damper assembly, bearing and mounting member to generallyindicate exemplary paths through which load inputs, such as air spring,jounce bumper and damper forces, for example, can be directed. An airspring force ASF is applied to end member 106 by the air pressure withinthe spring chamber of the air spring, as well is understood by those ofskill in the art. Force ASF on end member 106 is transmitted to vehiclechassis VHC along a rigid-member load path formed by substantially rigidcomponents. In the embodiment in FIGS. 1-3, a rigid-member load path RP1includes bearing 178 and mounting member 184 and force ASF istransmitted therealong. Thus, it will be appreciated that end member106, bearing 178 and mounting member 184 are all substantially rigidmembers and that force ASF is not directed to any substantial degree oramount through isolator 144. It will be understood, however, that inpractice, some portion of the air spring load could be directed throughthe isolator, such as due to the air pressure within the air springacting on the exposed surface area of the flexible material or jouncewasher, for example. By utilizing the present novel concept, however,such undesirable load inputs are minimized and the majority of the airspring load input is directed through a rigid-member load path, such asload path RP1 discussed above, for example. As a more specific exampleof a load input distribution, from about 93 percent to about 99 percentof the sprung mass of the vehicle corner can be directed along arigid-member load path and, preferably, from about 98 percent to about99 percent of the sprung mass of the vehicle corner is directed along arigid-member load path.

As is generally known by those of skill in the art, jounce forcesoperate in a direction in which a wheel of a vehicle moves toward orinto the chassis of the vehicle, and such a jounce direction isindicated by arrow JNC in FIG. 3. Oppositely, rebound forces act in adirection of a wheel moving down or outwardly from the chassis of avehicle, and such a rebound direction is indicated by arrow RBD in FIG.3. Upon the extreme movement of a wheel in the jounce direction, whichis indicated by arrow JNC, the piston or other, lower end member of anair spring will impact a jounce bumper, such as bumper 120, for example,and generate a jounce bumper force JBF that also acts in directionindicated by arrow JNC. As mentioned above, the jounce bumper is inabutting engagement with the upper end member of the air spring, such astop cap 106, for example, and jounce bumper force JBF is transmittedfrom the jounce bumper into the end member and through to vehiclechassis VHC along a rigid-member load path. Another exemplaryrigid-member load path is shown in FIG. 3 as load path RP2, whichincludes bearing 178 and mounting member 184. Rigid-member load path RP2is substantially similar to load path RP1, but path RP2 begins from thejounce force on the bumper rather than the air spring input load.

The action of damper 104 as is well understood by those of skill in theart, and includes a jounce damper force JDF acting in the directionindicated by arrow JNC and a rebound damper force RDF acting in thedirection indicated by arrow RBD. Jounce damper force JDF and rebounddamper force RDF are respectively transmitted along a compliant-memberload path rather than a rigid-member load path discussed above. Oneexemplary compliant-member load path is shown in FIG. 3 in associationwith jounce damper force JDF as load path IP1. Jounce damper force JDFis directed along compliant-member load path IP1, which includes jouncewasher 172, isolator 144 and end member 106. Path IP1 is shown in FIG. 3as including insert cap 154. However, it will be appreciated that inother constructions, isolator 144 may be retained by end member 106without insert cap 154, which would therefore be eliminated from loadpath IP1. Thereafter, jounce damper force JDF is directed along path IP1which extends through bearing 178 to mounting member 184. Rebound damperforce RDF is transmitted from damping member 118 along acompliant-member load path IP2, which includes rebound washer 174,isolator 144 and end member 106. Thereafter, rebound damper force RDF isdirected along path IP2 which extends through bearing 178 to mountingmember 184.

Another exemplary embodiment of an air spring 200 in accordance with thepresent novel concept is shown in FIG. 4 and includes a first endmember, such as a top cap 202, for example, a second end member, such asa piston (not shown), for example, and a flexible spring member, such asa flexible wall or sleeve 204, for example, secured therebetween, suchas by using a crimp ring 206, for example, along each end thereof. Asuitable damping member (not shown), such as damper 104, for example,will be used in operative association with air spring 200 in a mannersubstantially similar to that discussed hereinbefore with regard to airspring 102 in FIGS. 1-3. Top cap 202 includes an outer radial wall 208secured to a central wall 210 by an annular web portion 212. The annularweb portion includes a bottom surface 214 and a jounce bumper 216disposed adjacent bottom surface 214. The jounce bumper includes aninside wall 218 forming a passage 220 therethrough. Additionally, jouncebumper 216 includes a recess 222 that extends inwardly from an end wall224, which is disposed in abutting engagement with bottom surface 214when undergoing a jounce bumper load.

Central wall 210 includes an inside surface 226 and an outer surface228. Inside surface 226 forms a passage (not numbered) extending throughtop cap 202 and an isolator 230 is disposed within the passage alonginside surface 226. Isolator 230 includes an inner sleeve 232 andelastomeric material 234 extending between inner sleeve 232 and insidesurface 226 of central wall 210. Isolator 230 differs from isolator 144discussed hereinbefore in that an outer sleeve, such as outer sleeve 148of isolator 144, for example, is not used. Rather, elastomeric material234 is directly molded onto or otherwise adhered along inside surface226. A bearing 236 can be secured along outside surface 228 in anysuitable manner, such as by using a retaining ring 238, for example, ashas been discussed above. Bearing 236 is supported along an inside wall240 of a mounting member 242 and can be secured therealong in anysuitable manner, such as by using a retaining ring 244, for example, ashas been discussed above.

Still another exemplary embodiment of an air spring 300 in accordancewith the present novel concept is shown in FIG. 5 and includes a firstend member, such as a top cap 302, for example, a second end member,such as a piston (not shown), for example, spaced from the first endmember and a flexible spring member, such as a sleeve 304, for example,secured therebetween in a suitable manner, such as by using a crimp ring306, for example, along each end thereof. Top cap 302 is similar to topcaps 106 and 202 discussed hereinbefore, and includes an outer radialwall 308, a central wall 310 and an annular web portion 312 extendingtherebetween. The annular web portion includes a bottom surface 314suitable for engaging an end wall 316 of a jounce bumper 318. The jouncebumper also includes a recess 320 formed inwardly from end wall 316 andan inside wall 322 forming a passage 324 therethrough.

A suitable damping member (not shown) includes a damping rod 326 as iswell known by those of skill in the art. Damping rod 326 includes athreaded end 328 and an annular shoulder 330. A plurality of radiallyinwardly extending grooves 332 can optionally be provided and may besuitable for receiving a sealing member, such as an o-ring (not shown),for example.

Central wall 310 includes an outer surface 334 and an inner surface 336.A shoulder 338 is formed along inner surface 336 and a radiallyoutwardly extending groove 340 is spaced therefrom. One or moreadditional grooves 342 can optionally be provided and can optionallyreceive a sealing member, such as an o-ring 344, for example.

An isolator 346 is disposed within a passage 348 formed through endmember 302 by inner surface 336. Isolator 346 includes an inner sleeve350, an outer sleeve 352 and elastomeric material 354 extendingtherebetween. Outer sleeve 352 is captured between shoulder 338 and aretaining ring 356 received within groove 340. Damping rod 326 extendsthrough a passage (not shown) formed through isolator 346 by innersleeve 350. The inner sleeve is captured on damping rod 326 between ajounce washer 348 and a rebound washer (not shown) and threaded nut (notshown) spaced opposite the jounce washer, as discussed above. A bearing360 is supported along outer surface 334 of central wall 310 and engagesa mounting member 362 and is secured therebetween in a suitable manner,such as those discussed in detail above.

It will be appreciated that air springs 200 and 300 discussed abovefunction to transmit loads to a vehicle chassis or body alongrigid-member and isolating load paths, such as those discussed abovewith regard to assembly 100 in FIGS. 1-3, for example. Additionally, itwill be understood that load paths other than or in addition to pathsRP1, RP2, IP1 and IP2 can be used without departing from the principlesof the present novel concept.

While the invention has been described with reference to the foregoingembodiments and considerable emphasis has been placed herein on thestructures and structural interrelationships between the component partsof the embodiments disclosed, it will be appreciated that otherembodiments of the present novel concept can be made and that manychanges can be made in the embodiments illustrated and described withoutdeparting from the principles of the present novel concept. Obviously,modifications and alterations will occur to others upon reading andunderstanding the preceding detailed description. Accordingly, it is tobe distinctly understood that the foregoing descriptive matter is to beinterpreted merely as illustrative of the present novel concept and notas a limitation. As such, it is intended that the present novel conceptbe construed as including all such modifications and alterations insofaras the same come within the scope of the appended claims and theequivalents thereof.

1. An air spring assembly for use on an associated vehicle suspensionsystem that includes a mounting member and a damping member, said airspring assembly comprising: spaced apart first and second end members; aflexible wall secured on said first and second end members and defininga spring chamber therebetween; and, an isolator supported on andsealingly engaging said first end member, said isolator including anisolator passage sealingly receiving said damping member; said isolatorand said first end member at least partially forming a first loadtransmission path such that a damping member load is distributed to saidmounting member through said isolator and said first end member; saidfirst end member at least partially forming a second load transmissionpath such that an air spring load is distributed to said mounting memberthrough said first end member without substantial transmission throughsaid isolator.
 2. An air spring assembly according to claim 1 furthercomprising a jounce bumper supported within said spring chamber forreceiving a bumper load, said first end member including abumper-engaging surface adapted to engage said jounce bumper anddistribute said bumper load to said mounting member through said firstend member along said second load transmission path without substantialtransmission through said isolator.
 3. An air spring assembly accordingto claim 1 further comprising a sealing member forming a substantiallyfluid-tight seal with said isolator and one of said first end member andsaid damping member.
 4. An air spring assembly according to claim 3,wherein said sealing member is a first sealing member that forms asubstantially fluid-tight seal between said isolator and said dampingmember, and said air spring assembly further comprises a second sealingmember forming a substantially fluid-tight seal between said isolatorand said first end member.
 5. An air spring assembly according to claim3, wherein said damping member includes a damping housing and a dampingrod projecting from said damping housing, said isolator includes aninner sleeve and an elastomeric wall disposed outwardly along said innersleeve and sealingly attached on said first end member, and said innersleeve includes said isolator passage and receives said damping rod ofsaid damping member.
 6. An air spring assembly according to claim 1,wherein said second load transmission path carries from about 93 percentto about 99 percent of a sprung vehicle corner weight.
 7. An air springand damper assembly for use on an associated vehicle having first andsecond suspension mounting members in spaced relation to one another,said air spring and damper assembly comprising: a damping member havingfirst and second opposing ends, said first end of said damping membersupported on said first suspension mounting member; an air springsecured along said damping member and including a first end member, asecond end member in spaced relation to said first end member and aflexible wall secured on said first and second end members and at leastpartially forming a spring chamber therebetween, said first end memberbeing supported on said damping member toward said first end thereof,and an isolator supported on and sealingly engaging said second endmember; said second end member secured on said second suspensionmounting member and at least partially forming a first load transmissionpath therewith such that a load on said air spring is transmitted tosaid second suspension mounting member through said second end memberwithout substantial transmission through said isolator; said isolatorreceiving and sealingly engaging said second end of said damping member,said isolator at least partially forming a second load transmission pathto said second suspension mounting member through said second end membersuch that a damping member load is transmitted to said second suspensionmounting member through said isolator and said second end member.
 8. Anair spring and damper assembly according to claim 7 further comprising abumper disposed along said damping member within said spring chamber,and under an applied bumper load said bumper engaging said second endmember such that said bumper load is transmitted to said secondsuspension mounting member substantially along said first loadtransmission path through said second end member without substantialtransmission through said isolator.
 9. An air spring and damper assemblyaccording to claim 7 further comprising a bearing secured on said secondend member and forming a part of at least one of said first loadtransmission path and said second load transmission path.
 10. An airspring and damper assembly according to claim 7, wherein said first endmember is a piston, said second end member is a top cap and saidflexible wall is an elastomeric sleeve forming a rolling lobe along saidpiston.
 11. An air spring and damper assembly according to claim 10,wherein said damping member includes a damping housing and a damping rodand said first end of said damping member is a distal end of saiddamping housing and an opposing proximal end of said damping housing issecured on said piston, said damping rod extends from said proximal endof said damping housing and includes an opposing attachment end securedon said isolator.
 12. An air spring and damper assembly according toclaim 7, wherein said top cap includes a passage wall at least partiallydefining a passage extending therethrough and said isolator is at leastpartially received within said passage.
 13. An air spring and damperassembly according to claim 7 further comprising a sealing memberforming a substantially fluid-tight seal with said isolator and one ofsaid damping member and said second end member.
 14. An air spring anddamper assembly according to claim 13, wherein said sealing memberincludes at least one of an o-ring, a quad-ring, a lip seal, a sealantcompound and an adhesive compound.
 15. An air spring and damper assemblyaccording to claim 7, wherein said isolator is optimized for isolationof a load from said damping member.
 16. A spring and damper assembly foruse on an associated vehicle having first and second suspension mountingmembers in spaced relation to one another, said spring and damperassembly comprising: a damping member including first and secondopposing ends, said first end of said damping member supported on saidfirst suspension mounting member; a spring assembly secured along saiddamping member and including a first support member, a second supportmember in spaced relation to said first support member and a flexiblespring element supported therebetween, said first support member beingsecured on said damping member toward said first end thereof; a bumperdisposed along said damping member; and, an isolator supported on andsealingly engaging said second support member and said damping member;said second support member secured on said second suspension mountingmember and at least partially forming a first load transmission paththerewith such that a load on said spring element and a load on saidbumper are each transmitted to said second suspension mounting memberthrough said second end member without substantial transmission throughsaid isolator; said isolator at least partially forming a second loadtransmission path to said second suspension mounting member through saidsecond end member such that a load on said damping member is transmittedto said second suspension mounting member through said isolator and saidsecond end member.
 17. A spring and damper assembly according to claim16, wherein said spring assembly includes one of a coil spring and anair spring.
 18. An air spring assembly for use on an associated vehiclesuspension system having an associated damping member and an associatedvehicle mounting structure, said air spring assembly comprising: spacedapart first and second end members; a flexible wall secured on saidfirst and second end members; an isolator supported on and sealinglyengaging said first end member and adapted for operative use with theassociated damping member; a first load transmission path extendingalong at least a portion of said isolator and said first end member suchthat a damping member load is distributed therealong toward theassociated vehicle mounting structure; and, a second load transmissionpath extending along at least a portion of said first end member suchthat an air spring load is distributed therealong toward the associatedvehicle mounting structure without substantial transmission through saidisolator.
 19. An air spring assembly according to claim 18, wherein saidfirst and second load paths converge along said first end member.
 20. Anair spring assembly according to claim 18, wherein said second loadtransmission path carries from about 93 percent to about 99 percent of asprung vehicle weight.